Air purifier



March 22, 1932. U, A, WH1TAKER i 1,850,610

AIR PURIFIER Filed Dec. 1l, 1929 ATTO EY Patented Mar. 22 1932 Aumr1:nf srAfrEs PATENT f err-lcs UNG/:1s ,e WHITAKER-fol .CANTON 01H10, Assieme so THE WESTINsHQuss els semis COMPANY, ,or WILMERDING, rENNsYLVAmA, kA consorten@ er' IENNsLveine Ain TURIFIER yApplication filed-December 11, 1929.. Serial No. 413,308.

10' smaller Volume.

Vln icompressmg fair for .the loeenloty@ *ail* supply v7of .a elud .pressure brake system., the

f Ipressure is sufficient gto .exceed the den Point `othe ainfso ,that moisture is precipitated.

15' Pant .of this .moisture remains suspended in the air and iis .carried `over into ythe brake syste/n1, `through ,the usual` feed yalve or through .the ul v.11e/,lease lport -O y.the automatic brake Valve device.V f

Thismoisturecollects,inthszhOSeQllPlngS, -:dirt collector/s, y: iuxiliary reservoirs, and the like, of the 1eralie-.system,and sometimescauses brake v-.faluresf, dus fte Vice forming and stopping airp asssgesfangd dusftoorlresen caused ,25 lbythe water in the tations airibraksleyss- Themost-eiseiltimeans @f lemovllg m015- ture from airis tojcool the' arfbelowthe telnfperature at which it `isto ,be yused. Aslight y fredusten :in temperature :senses relettely .large decrease intheamoun't o-1noisturethat the lair lWill AhOlCl- Y c' v Ascordngtefone Object 9i my llfventvnft is proposed to cool the air, so as to precipitate f the Weterout of the air, by ,utilizingthe energy otherwise dissipated inreducingthe air;

pressure from mais resswer pressure .t0 brakepipe pressure.

With the standard feed fyalvefdeyiceemployed in ffluid pressure brake systems, the dierenceinfprsssureb@tween-thema@ reservoir and the brake pipe is egpended gin internal friction s`o' that the expansion ofthe ,airis practically ist;aeceustslltxtsmpelstllle- Ef theer sould ,be made to expend #bedlifference iin pressure between the main reser- Y voir and thebrake pipe in doing ,external Work, thena reduction,- n temperature .would take, place,` suliicient to cause ,a l,precipitation of alargepersentage of. ftheimosturs inthe au. c f

thereto, and accordingly, vras shownfnthe drawings, the air ,engine l is providedyyith twoslmlar ensnslylindsrw Yand dspsd `90" apart. Y' Y.

connectedto ta moving pant o fzthe enginein According to grny invention, `.an Aair enginey is substituted for @the supply poltien .of the Afeed vialyecdeviceo lthat the drop in pressure main 4reservoir fto ,brake pipe `lpressure seirpended in doing external Work thifough Lthe operation of sthelair engine. i

In the lacconip;tnzyng ldrawings Fig; kvlis ,a dlsersmmst@ View., Partly zsestion, 0f an `sir purifying apparatus embodying-my i11- vention; and Fig. 2 a sectionon the line v.6.0

kof LF l.

The air engine is preglerahly, .thoughnot necessarily, so designed that the engine will start in any position, when Yair .is admitted Each cylindercqntainsa pistonA connected by piston l,rod -5' `to a lcrosshead6, LWhich '10 Y inder 'is' controlled ,a .slide Naive ,9 @haulng se .Operating stem l0 Whshf is .operatively .the usual manner. y

The ,crankshaft Tcanries .a :brake ,Wheel ,l1 adapted to hefrctignall'y .engaged by a hollow brake shoe 12. Saidsh'oe is carried hy alever 13, piyotallynnounted onthe',loonno-f` a seall cylinder 'f1.5 'lsonfsrlies e fpistsl 16 hams erstem y17 adapted t@ suesse/@helene v lS-nearfitsouter end.

iing hayinga Evalve chamber, ,19,contaixning a .rotary yalveO adapted-to beopenated byfa Y handle 2li. Theusual mainneseryoirfQQ .on VVthe locomotive is connected zthijoughpipel),

Withapipe Zilleyvhichdeads to yglvefcliainber 1 9. The.unieressrtofeine-24.sslseefiibl Y The fregul tm te ,tsnnf e {fes-italics ydevice is -lprovdedomprising a casing in which, Ais `=mounted ,a illlegxible .diaphragm ,27,

subject on one sidesto Vthe.pressure `of anad ,justable .regula-ting ispring 428 fandladapted 29. The usual brake pipe 30 is connected to the chamber 31 below the diaphragm 27 and when the valve 29 is unseated, communication is established from the brake pipe 30, through pipe 32 to chamber 33 of the cylinder 15.

In the running position of the engineers bra-ke valve, the brake pipe 30 is connected, through a cavity 34 in the rotary valve 20, with a pipe 35, which pipe is connected, through a'flexible hose 36, with chamber 37 in the brake shoe 12. Said chamber is also connected, through a flexible hose 38, Witha pipe 39, which leads to a Water separator 40.

The separator 40 may comprise an'outer closed shell 41 and an inner cylinder or reservoir 42 having the space between the shell 'and the reservoir packed With a suitable heat insulating material 43. lWithin the reservoir 42 a series of spaced disks 44 are mounted to serve as baille plates, the disks being provided with staggered openings 45, to permit the flow of air through the reservoir. The pipe 39 opens into the reservoir 42 at one end Vand an exhaust pipe 46 opens into the other end of the reservoir. Said exhaust pipe 46 is connectedto the engine exhaust ports 47 of the air engines 2 and 3.

In operation, fluid under pressure is admitted from the main reservoir 22 through pipe 24 to the valve chambers 25 of the engine cylinders 2 and 3 and the pistons 4in the cylinders are caused to reciprocate as in the usual engine by the operation of the slide valve 9 to admit and release fluid under pressure to and from the cylinders 2 and 3 at opposite sides of the piston 4.

Fluid under pressure is expanded in the engine cylinders to approximately brake pipe ypressure and the temperature of the fluid is reduced by the expansion. The fluid at reduced pressure and temperature exhausted from the engine cylinders, flows to the separator 4() and excess moisture in the fluid is deposited in the separator. r

' Fluid from the separator flows out through ipe 39 and through the chamber 37 in the rake shoe 12 to pipe 35 and thence flows through cavity 34 in the rotaryr valve 2O of the engineers brake valve 18, if the rotary valve is in running position, to the brake pipe 30.

When the brake pipe pressure is less than the setting of the spring 28 of the regulating portion 26, the diaphragm 27 will be operated by the spring to seat the valve 29, so as to out off the supply of fluid under pressure from the brake pipe to the cylinder 15. The

vpressure on the piston 16 is thus relieved, and

the brake shoe 12 istherefore notV pressed against the brake wheel `11. The air engine v1 then operatesvat increased speeds, so as to y:increase therate of supply of fluid under pressureY to the brake pipe.

When the brake pipe pressure has been increased to a degree exceeding the pressure of pre'ureVV for use in a fluid which `consists in first reducing the pressure spring 28, the diaphragm 27 is deflected up-l wardly, permitting the valve 29 to be unseated by spring 48, so that fluid under pressure is supplied from the brake pipe to the piston chamber 33. The piston 16 is then subjected to fluid pressure which acts through the stem 17 on lever 13, so as to apply pressure to the brake shoe 12.

The frict-ional engagement of the brake shoe 12 on the brake wheel 11 acts as a brake to reduce the speed of the air engine 1, so that the supply of fluid under pressure to the brakeV pipe is reduced. The brakel shoe is heated by the frictional engagement with the brake Wheel, so that the air passing through the chamber 37 is heated.

The operation has been described as though thevalve 29 alternately opened and closed, but actually, the valve 29 will normally assume a position, such that the rat-e of speedf' of the air engine, as controlled by the brake shoe 12 will be just sufiicient to maintain the brake pipe pressure at a predetermined pressure, as determined by the setting of the regulating spring 28. The interior Wall of the brake shoe 12 adj acent to the brake Wheel 11, may be provided with corrugations 49, as shown in Fig. 2, so as to provide a larger heat radiating surface. Ak drain pipe 50 is connected to the reservoir- 42 of the water separator and a drain cock 51 is disposed in said pipe, so that, when desired, Water accumulating in the reservoir may be drained off.

The air from the separator being reheatedk by passing through the chamber 37 of the brake shoe 12, is in acondition to take up moisture, so that if there is moisture in the full release position of the engineers brake valve, such moisture will be taken up by the air and even if the temperature of the atmosphere is lower than the temperature of the air, the air not being saturated, Water Will not be precipitated in the parts of the brake system. 1

While one illustrative embodiment of the` invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

Y yl.y The process of conditioning fluid under ressure system of fluid from' a higher pressure to a lower f pressure carried in the system by performing external work with the reducing fluid pressureto thereby reduce the temperature of the fluid, in then separating moisture from the fluid, and in then reheating the fluid by heat -brake pipe of the fluid pressure brakey sys-v n, tem, due to the direct supply of fluid from 'the main reservoir to the brake pipe in the generated in performing said external work.

` Y 2. Apparatus for conditioning tluid under pressure for use in a fluid pressure'system, comprising a source of fluid under pressure, an engine operated by fluid under pressure supplied from said source, a device for separating moisture kfrom fluid, to which the eX* l haust fluid under pressure from the engine is supplied at a lower pressure and a reduced temperature and from which duid under pressure is supplied to the system, and means controlled by variations in luid pressure in the luid pressure system for regulating the speed of the engine.

3. Apparatus t an engine operated by Huid under pressure supplied from said source, a device for separating moisture from fluid, to which the eX- haust liuid under pressure from the engine is supplied at a lower :pressure and a reduced temperature and from which Huid under pressure is supplied to the system, and means for varying the speed of the engine inversely as the pressure of fluid in the luid pressure sysv tem varies.

el. Apparatus for conditioning luid under pressure for use-in a fluid pressure system,

comprising a source of fluid under pressure, an engine operated by fluid under pressure supplied from said source, a deviceA for separating moisture from iiuid, to which the ke252- haust tlud `under pressure trom the engine is supp-lied at a lower pressure and a reduced Vtemperature and from which fluid under pressure is supplied to the system, a braking means for varying the speed of the engine, Y

and means controlled by variations in uuid pressure in the fluid `pressure system for varying the braking power of said braking means.

5. Apparatus i'or conditioning luld under or conditioning tluid under pressure or use 1n a uld pressure system, comprising a source of iuid under pressure,

for regulating the speed of the engine, tluid pressure operated means vfor operating said brake, and valve means operated upon a predetermined increase in iuid pressure in said system for supplying iiuid under pressure to said fluid pressure operated means.

In testimony whereof I have hereunto set myvhand, this 5th day of December, 1929.

UNCAS A. VHITAKER.

pressure )for use in a fluid pressure system, Y

comprising a source oi fluid under pressure,

an engine operated by iiuid underrpressure supplied from said source, a device' for seppressure for use in a fluid pressure system,

comprising a source of Huid underpressure, an engine operated 4by fluid under pressure supplied from said source, a device for separating moisture from .luid, to which the exhaust fluid under pressureirom the engine is supplied at a lower pressure and a reduced temperature and from which fluid underV pressure is supplied to the system, a brake 

